A portable power pack having a housing, a rechargeable lithium battery positioned in the housing, a liquid crystal display (LCD), a wireless charging coil, a light emitting diode (LED) flash light, a universal serial bus (USB) port, a direct current (DC) port, and a power management circuit. The LCD can be positioned on the housing and configured to display a status of the portable power pack. The wireless charging coil can be positioned in or on the housing and configured to wirelessly couple with an external wireless charging coil of an external device through electromagnetic induction in accordance with, for example, the Qi wireless power transfer standard. The USB port supplies a charging current to charge a portable electronic device, while the DC port supplies a starting current to jump start an engine of a vehicle that is electrically coupled with an external battery. The power management circuit operatively coupled to the wireless charging coil and the rechargeable lithium battery and configured to output the charging current or the starting current.

A portable power pack having a housing, a rechargeable lithium battery positioned in the housing, a liquid crystal display (LCD), a wireless charging coil, a light emitting diode (LED) flash light, a universal serial bus (USB) port, a direct current (DC) port, and a power management circuit. The LCD can be positioned on the housing and configured to display a status of the portable power pack. The wireless charging coil can be positioned in or on the housing and configured to wirelessly couple with an external wireless charging coil of an external device through electromagnetic induction in accordance with, for example, the Qi wireless power transfer standard. The USB port supplies a charging current to charge a portable electronic device, while the DC port supplies a starting current to jump start an engine of a vehicle that is electrically coupled with an external battery. The power management circuit operatively coupled to the wireless charging coil and the rechargeable lithium battery and configured to output the charging current or the starting current.

A system includes a vehicle including a motive electrical power path; a power distribution unit including: a current protection circuit disposed in the motive electrical power path, the current protection circuit including a fuse and a contactor in a series arrangement with the fuse; a high voltage power input coupling including a first electrical interface for a high voltage power source; and a high voltage power output coupling including a second electrical interface for a motive power load, where the current protection circuit electrically couples the high voltage power input coupling to the high voltage power output coupling.

A system includes a vehicle including a motive electrical power path; a power distribution unit including: a current protection circuit disposed in the motive electrical power path, the current protection circuit including a fuse and a contactor in a series arrangement with the fuse; a high voltage power input coupling including a first electrical interface for a high voltage power source; and a high voltage power output coupling including a second electrical interface for a motive power load, where the current protection circuit electrically couples the high voltage power input coupling to the high voltage power output coupling.

The invention relates to a method for optimizing energy management of an electrical propulsion system of a vehicle, wherein the electrical propulsion system of the vehicle comprises an energy storage system and an electric machine. The electrical propulsion system further comprises at least one electrical component, wherein the electrical component has an idle state and an operation state. The method comprising the steps of: a) determining at least one parameter of the electrical component being in the operation state; b) inputting the parameter into a thermal model of the electrical component; c) predicting the temperature T.sub.p of the electrical component being in operation state in real time on board the vehicle; d)comparing the predicted temperature value T.sub.p with a predefined threshold value T.sub.max, and, e) automatically reducing the magnitude of the electrical current through the electrical component to a safe level if the predicted temperature value T.sub.p exceeds the predefined threshold value T.sub.max.

The invention relates to a method for optimizing energy management of an electrical propulsion system of a vehicle, wherein the electrical propulsion system of the vehicle comprises an energy storage system and an electric machine. The electrical propulsion system further comprises at least one electrical component, wherein the electrical component has an idle state and an operation state. The method comprising the steps of: a) determining at least one parameter of the electrical component being in the operation state; b) inputting the parameter into a thermal model of the electrical component; c) predicting the temperature T.sub.p of the electrical component being in operation state in real time on board the vehicle; d)comparing the predicted temperature value T.sub.p with a predefined threshold value T.sub.max, and, e) automatically reducing the magnitude of the electrical current through the electrical component to a safe level if the predicted temperature value T.sub.p exceeds the predefined threshold value T.sub.max.

A method for operating a battery of a parked motor vehicle includes determining an operating state of the motor vehicle, determining a current charging state of the battery when the operating state of the motor vehicle is a parked state, determining a first upper charging state limit value of the battery, first active lowering of the charging state of the battery when the current charge state is greater than the first upper charging state limit value, determining a second upper charging state limit value of the battery, and ending the first active lowering of the charging state when the charge state of the battery falls below the second upper charging state limit value. The invention also relates to a motor vehicle.

A method for determining a derating factor for a rechargeable energy storage system. The derating factor is indicative of the rate at which an electrical load, imparted on said rechargeable energy storage system, is reduced, said rechargeable energy storage system being associated with at least a first load threshold and at least a second load threshold being located further away from a zero electrical load value than the first load threshold. The method includes determining a safety margin value by combining an accumulated first load value and an accumulated second load value and relating the thus combined values with said operating time range, and comparing said safety margin value to at least one safety margin threshold value in order to determine whether or not said derating factor should be modified.

A power supply charging system comprising: a) a first power cell having electrical energy stored therein; b) a second power cell having electrical energy stored therein, wherein the first power cell and the second power cell are adapted to not be in a discharging mode or a charging mode simultaneously; c) a third power cell in electrical communication with the first power cell and the second power cell, wherein the third power cell is adapted to operably supply power to the first power cell when in the charging mode or the second power cell when in the charging mode; and d) a control system which is adapted to alternate the power being supplied from the third power cell to the first power cell while in the charging mode and the second power cell which in the charging mode based on an occurrence of a pre-determined condition.

A power supply charging system comprising: a) a first power cell having electrical energy stored therein; b) a second power cell having electrical energy stored therein, wherein the first power cell and the second power cell are adapted to not be in a discharging mode or a charging mode simultaneously; c) a third power cell in electrical communication with the first power cell and the second power cell, wherein the third power cell is adapted to operably supply power to the first power cell when in the charging mode or the second power cell when in the charging mode; and d) a control system which is adapted to alternate the power being supplied from the third power cell to the first power cell while in the charging mode and the second power cell which in the charging mode based on an occurrence of a pre-determined condition.